US6086511A - Motor vehicle economic operating system - Google Patents

Motor vehicle economic operating system Download PDF

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Publication number
US6086511A
US6086511A US09/171,702 US17170299A US6086511A US 6086511 A US6086511 A US 6086511A US 17170299 A US17170299 A US 17170299A US 6086511 A US6086511 A US 6086511A
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Prior art keywords
gear speed
consumption
velocity
threshold value
fuel
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Expired - Fee Related
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US09/171,702
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English (en)
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Bernhard Droge
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Agentur Droge GmbH
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Agentur Droge GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/08—Safety, indicating, or supervising devices
    • F02B77/084—Safety, indicating, or supervising devices indicating economy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S477/00—Interrelated power delivery controls, including engine control
    • Y10S477/902—Control signal is engine parameter other than manifold pressure or fuel control

Definitions

  • the invention relates to a device as claimed in the preamble of patent claim 1.
  • a "3 liter car” is understood to be a car which does not consume more than 3 liters of fuel, petrol or diesel per 100 kilometers during the normal driving cycle.
  • a device for limiting the fuel consumption is already known, said device having an input component for the setpoint value of kilometer-specific fuel consumption, i.e. for example the setpoint value 7 liters per 100 kilometers can be input and stored in a memory (DE-A 27 19 209).
  • a fuel flow throttle which is arranged in the fuel path and an air intake throttle which is arranged in the air intake path are set as a function of the setpoint value which has been set. The two throttles are consequently adjusted in such a way that the same fuel consumption per 100 kilometers is always obtained.
  • a disadvantage with this inflexible presetting of the fuel consumption is that, for example, the 7 liters per 100 kilometers which has been set is consumed even if a lower fuel consumption would have been possible.
  • the setpoint value which is set is thus simultaneously a minimum value and a maximum value.
  • a known device for apportioning the fuel/air mixture for an internal combustion engine for adjusting to a minimum specific fuel consumption value it is known to use the engine speed and the fuel apportioning signal as actual information (DE-A 34 03 394).
  • the setpoint values can be preset here as a function of the selected gear speed of the transmission which is connected to the internal combustion engine.
  • the adjustment to minimum fuel consumption does not, however, bring about any limitation to a specific instantaneous fuel consumption value here, but instead it can exceed any preset value if the lowest possible fuel consumption occurs only at the power level which is output. It is not intended here that there should be power limitation which can occur during a limitation of the apportionment of the fuel.
  • a consumption measuring and closed-loop control device is known preferably for diesel engines, said device having at least a flow meter and a display device (DE-A 33 35 650).
  • the fuel consumption is measured and the average consumption and/or the overall consumption per time unit is displayed in conjunction with a vehicle-mounted computer, and when the values deviate from preset values the consumption of the engine is adjusted.
  • the open-loop and closed-loop control device is additionally influenced by the engine speed (cf. also DE-A 34 00 513), the closed-loop control can be performed by means of influencing variables, it being impossible to achieve this control solely by measuring the flow.
  • the engine speed is not a suitable criterion because, without additional information, it does not provide any indication of the gear which is currently selected.
  • both the fuel quantity and the acceleration or deceleration can be measured (DE-A 39 34 498).
  • gradients cannot be determined by means of these measurements.
  • Flow sensors are frequently used to determine or measure the instantaneous fuel consumption.
  • a method for operating an internal combustion engine which has a fuel apportionment device is also known, in which case a curve which connects the points of maximum permissible fuel consumption for various engine speeds (DE-A 29 26 024) is determined in the power/speed diagram of the internal combustion engine.
  • a measuring arrangement which directly measures the instantaneous consumption of fuel is not provided here. Instead, inferences regarding the instantaneous consumption are made by means of other values.
  • a device for setting a threshold value for the instantaneous fuel consumption is provided. In addition, although a consumption-dependent change-over into another gear speed takes place, at least one threshold value of the instantaneous fuel consumption is not assigned to each gear speed.
  • the invention is therefore based on the object of automatically adjusting, for example to a preset maximum value, the instantaneous fuel consumption in motor vehicles with an internal combustion engine.
  • the invention thus relates to a device for the economical operation of motor vehicles having internal combustion engines and manual or automatic transmissions.
  • For each gear speed of a transmission it is possible to preset one or more threshold values, and when these values are exceeded a closed-loop control intervenes and prevents a further rise in the fuel consumption.
  • each gear speed is assigned at least one separate threshold, the driving behavior of the motor vehicle can be adapted to various traffic situations. If appropriate, it is possible to dispense even with setting a threshold for many gear speeds.
  • the advantage which is achieved with the invention consists in particular in a considerable reduction in the fuel consumption.
  • a preset, instantaneous fuel consumption value is automatically prevented from being exceeded, the driver of a motor vehicle is relieved of the task of orienting his driving behavior according to the instantaneous fuel consumption, a task which is virtually impossible to carry out.
  • a further advantage of the invention also arises from the fact that the automatic closed loop control engages only under specific conditions.
  • the consumption of a specific type of motor vehicle may be uncontrolled in the first gear speed up to a velocity of 40 km/h, while the control is initiated in the second gear between the limiting velocities of 40 km/h and 60 km/h.
  • the control for the third gear speed could engage between the limiting velocities of 60 km/h and 80 km/h, whereas in the fourth and fifth gear speeds the control is initiated in a general fashion.
  • Other limiting velocities are of course possible, and even necessary because of the different types of vehicle.
  • FIG. 1a shows an acceleration/time diagram
  • FIG. 1b shows a velocity/time diagram
  • FIG. 1c shows a travel/time diagram
  • FIG. 2 shows a measuring device for displaying the instantaneous consumption of fuel
  • FIG. 3 shows a side view of the pointer of the measuring device according to FIG. 2;
  • FIG. 4 shows a means of sensing and controlling the flow
  • FIG. 5a shows a sensor rider from a first side
  • FIG. 5b shows the sensor rider in FIG. 5a from a second side, which is rotated through 90 degrees in comparison with the first side;
  • FIG. 6a shows a gradient measuring device in a level position
  • FIG. 6b shows a gradient measuring device in an oblique position
  • FIG. 7 shows a gradient measurement using satellite radio
  • FIG. 8 shows a graphic representation of a possible instantaneous consumption control
  • FIGS. 9a-9d show four AND conditions for threshold value control.
  • FIGS. 1a to 1c are different diagrams which show the known relationship between travel, velocity and acceleration.
  • FIG. 1a illustrates a movement with constant acceleration, i.e. a motor vehicle is accelerated uniformly.
  • the velocity increases linearly, as is shown by FIG. 1b.
  • the acceleration a 0 0
  • This last-mentioned constellation applies, for example, to a journey at constant velocity on a freeway.
  • the fuel consumption increases non-linearly, for example as in FIG. 1c.
  • the increase in fuel consumption is significantly faster if the acceleration is not constant, as is shown in FIG. 1a but instead is even increasing, for example as in FIG. 1b.
  • the object of the invention is to prevent such rapid increases in fuel consumption.
  • FIG. 2 is an external view of a measuring device 10 which shows the instantaneous fuel consumption.
  • This measuring device has a scale 11 on which the values 0, 10, 20, 30 and 40, which show the fuel consumption in liters per 100 km, are plotted.
  • a pointer 12 which can rotate about a point 13, points directly to a consumption of approximately 7 liters/100 kilometers, i.e. if the current driving cycle is maintained, the total consumption of fuel after a distance of 100 km has been traveled is equal to 7 liters. If strong acceleration takes place in the state shown in FIG. 2, the pointer is rapidly deflected to the right and can easily reach the 40 liter mark.
  • a threshold which is not to be exceeded.
  • the scale 11 it is, for example, possible to configure the scale 11 as a rail on which a rider 14 can be mounted. This rider 14 can be attached to the rail at any desired point and marks the respective threshold.
  • the rider is at approximately 18 liters/100 km, i.e. this consumption is not to be exceeded. But just one rider is illustrated in FIG. 2. However, of course at least one separate rider may be provided for each gear speed.
  • the pointer 12 can have an infrared transmitter and an infrared receiver on its underside, said transmitter or receiver interacting with the rider 14.
  • the pointer 12 can be moved by means of the rider 14 within the edge 15 of the measuring device 10. If the pointer 12 has reached the rider 14, the infrared light of a light-emitting diode 16 is projected on to a mirrored surface 17 of the rider 14. Since this surface 17 is somewhat inclined, the reflected light is transmitted to the light receiver 18 which is arranged next to the diode 16. This reflected light signal which is detected by the light receiver 18 triggers a measurement of the pointer position, i.e. it is determined which position the pointer 12 is in when the reflected light signal is received by the receiver 18. Such a sensing of position is possible with means which are known per se, for example with the use of an incremental motor to drive the pointer.
  • the relative angular position of the shaft of the motor is sensed, for example using optical means.
  • the position of the pointer 12 can also be determined indirectly by means of the current which flows through the electric drive of the pointer 12.
  • FIG. 4 is a schematic illustration of how a threshold value control according to the invention can be carried out in principle.
  • 20 designates part of a petrol feed line which is arranged between a petrol tank (not illustrated) and a spark ignition engine (not illustrated).
  • this petrol feeder line 20 there is an impeller wheel 21 which has vanes 22 to 25 and which rotates in the clockwise direction when petrol is flowing through, for example.
  • the rotational speed of this impeller wheel is sensed, for example, by a small generator 26 whose rotor is connected to the shaft of the impeller wheel.
  • the electrical signal which is generated by the generator 26 is proportional to the flow rate of the petrol and is fed, inter alia, to a drive 31 of the pointer 12 via an electrical line 27.
  • a throttle valve 28 which can be moved from a position A into a position B by means of a drive 29. All the intermediate positions between A and B are possible here.
  • the drive 29 receives its instructions via a line 30.
  • the light signal received by the receiver 18 is converted into an electrical signal which serves to control the valve 28.
  • This signal is fed via a line 32 to a control unit 33 which itself actuates the drive 31 of the valve via the line 30.
  • the valve is moved suddenly, for example with a very high instantaneous consumption, from position A into position B so that the entire supply of petrol is shut off.
  • the impeller wheel 21 then rotates more slowly or comes to a standstill entirely, as a result of which the pointer 12 is moved into its home position--position 0 in FIG. 2--owing to the control signal on the line 27.
  • a circuit which, when a signal occurs on the line 32, does not move the valve 28 into position B but rather into an intermediate position B' (which is represented by broken lines for example), is provided in the control device 33.
  • the transition from position A to position B does not take place abruptly here, but rather gradually so that the flow of petrol also decreases only gradually.
  • the impeller wheel 21 also rotates more and more slowly and thus slowly moves the pointer 12 back again. If this pointer 12 passes over the rider repeatedly--this time in the other direction--the signal which is produced in the process can be utilized to move the valve 28 into, or hold it in, such a position that the pointer 12 comes to rest just before the rider 14.
  • the difference between the flow of fuel and the fuel discharge or, in the case of engines with fuel injection the injected quantity of fuel may be used as the criterion.
  • FIGS. 5a and 5b show a refinement of the rider 14 with which it is possible to determine whether the pointer 12 passes over the rider 14 from the left or from the right.
  • the surface of the rider 14 is divided here into two partial mirrors 17, 17' which are slightly inclined with respect to one another. If the light is incident on the partial mirror 17', the light beam is deflected differently than if it is incident on the partial mirror 17.
  • two different receivers 18 arranged one next to the other, it is thus possible to determine from which side the pointer 12 passes over the rider.
  • the driver can activate a kick-down 40 or other elements. This activation causes the valve 28 to be moved back into its position A.
  • the need to deactivate the flow control may arise, for example, during critical overtaking maneuvers where rapid acceleration becomes necessary. If the instantaneous value then drops again to normal consumption or to the consumption value which has been set as the threshold value, the flow control can be automatically activated again.
  • An uphill journey always requires higher fuel consumption than a journey on level ground with the result that the fuel flow has to be adapted to the changed conditions.
  • valve 28 If, for example, the position B' of the valve 28 is appropriate for a journey on level ground, this position would signify excessive throttling when traveling uphill. For this reason, the valve should be closed to a somewhat lesser degree.
  • the respective gradient which is currently being traveled on is determined.
  • FIGS. 6a and 6b illustrate an incline measuring device with which it is possible to measure the gradients which a motor vehicle is traveling on when traveling in mountains, for example.
  • a sphere 51 which bears against a bottom pressure sensor 52 and a lateral pressure sensor 53.
  • the pressures which are measured by the pressure sensors 52, 53 are fed to an evaluation circuit 54.
  • An arrow or vector 55 symbolizes the weight of the sphere 51.
  • the tube 50 assumes the horizontal position shown in FIG. 6a, while it assumes the position shown in FIG. 6b when traveling on a gradient.
  • the pressure sensor 52 senses the entire weight of the sphere 51 in the position in FIG. 6a; whereas the lateral sensor 53 emits virtually a zero signal because the sphere 55 is not pressing on it.
  • the sensor 53 senses a pressure which is caused by the horizontal weight component 56 of the sphere.
  • the pressure sensed by the sensor 52 is, in contrast, smaller because the weight component 57 is smaller than the overall weight 55 of the sphere 51.
  • the respective gradient can be determined by means of the evaluation device 54 by virtue of the different pressure conditions.
  • the component sensed by the sensor 52 is of particular significance in this process because, in contrast to the component which presses on the sensor 53, it does not depend on the acceleration of the motor vehicle. This is important because the acceleration causes a force to be generated which is superimposed on the force due to weight 56.
  • control device further data which can be, or have to be, taken into account during the maximum value control are fed to the control device.
  • data include, for example, specific data of the vehicle and/or of the respective engine. Thus, it may, for example, be important to take into account the respective torque or the engine speed in the control of the consumption so that an engine is not stalled.
  • the controller according to the invention can also interact with an automatic transmission, if one is present, so that the transmission can be shifted automatically into the respective most suitable gear speeds.
  • FIG. 7 illustrates another possible way of determining gradients.
  • a motor vehicle 60 is located here at the time t 0 at an altitude of h 0 and subsequently travels up a steep incline 61 in order to reach the altitude h 1 at the time t 1 .
  • the information on the altitudes h 0 and h 1 is determined here by a vehicle-mounted computer which evaluates satellite data, such as is customary in satellite navigation systems (cf. DE-A 34 26 851, DE-A 41 23 097, for example).
  • the radio signals of the satellites are designated by 62 to 64 in FIG. 7.
  • FIG. 8 shows a graphic illustration of a possible control according to the invention.
  • the fuel flow is plotted against time.
  • the ordinate shows the instantaneous fuel consumption in liters/100 km and in ml/sec, while the abscissa shows the time t and/or the velocity v.
  • the flow of a mass is often given in mass per time unit.
  • the term then used is mass flow m. If the mass is not compressible, or virtually incompressible, the mass is proportional to the volume and the term then used is volume flow v.
  • the unit liter/100 km which is used in customary instantaneous consumption displays is selected because the fuel consumption of motor vehicles is normally related to 100 km.
  • the reference to 100 km is for historical reasons and in fact assumes a constant driving cycle, for example a constant velocity on level ground.
  • the consumption of fuel is significantly higher if the 100 km is traveled at a constant velocity of 150 km/h than if it is traveled at a constant velocity of 80 km/h because the air resistance rises out of proportion as the velocity increases. For this reason, a rising curve is obtained if the fuel consumption per 100 km is plotted against the velocity.
  • the instantaneous consumption of a motor vehicle depends on the velocity, but not exclusively. Frictional resistances and gradients are also influencing factors.
  • the instantaneous consumption of fuel is only a limited indication of whether a driving cycle is economical because a vehicle may be driven at a velocity of, for example, 50 km either in the second or the third gear speed, may maintain such a velocity constantly or only "pass through it" during excessive acceleration, in which case however, the fuel consumption is different.
  • Which gear is currently selected can be sensed, for example, by means of sensors which detect the spatial position of a transmission shifter. However, it is also possible to determine the respectively selected gear speed by means of the engine speed and the velocity.
  • the schematic illustration of FIG. 8 is intended to indicate that the consumption in the case of increasing acceleration also increases in the first gear speed. If a driver de-clutches and selects the second gear speed, the consumption initially drops (portion of curve II) before rising again (proportion of curve III). If a maximum consumption of, for example, 25 liters/100 km is defined for the second gear speed, the instantaneous consumption cannot exceed the threshold S2.
  • FIG. 8 is a rough simplification because, inter alia, a linear rise in the fuel consumption has been assumed. Furthermore, only one threshold value per gear speed is illustrated. However, it is possible to provide a plurality of threshold values per gear speed, the respective threshold values being assigned to specific velocities for example.
  • the velocity of the motor vehicle increases during the starting up process. However, it is not directly proportional to time but rather depends, for example, on the time and the instantaneous fuel consumption, such as is shown by the abscissa underneath the t axis in FIG. 8.
  • the respective velocities can, as already mentioned, also be used as the control criterion and the instantaneous consumption, for example, can be controlled only if a specific threshold value is reached at a specific velocity.
  • the threshold value which has been set for a gear speed is prevented from being exceeded only above a specific velocity ensures that the motor vehicle receives sufficient fuel supply when starting up and accelerating.
  • the respectively set threshold value can also be adapted to various influencing variables, for example to the positive or negative gradient of a roadway, to the frictional resistance between the roadway and tires, to the operating temperature of the engine, to the spatial position of the accelerator pedal, to the engine speed, to the wind pressure or to the instantaneous velocity.
  • FIGS. 9a to 9d conditions under which control is carried out are illustrated once more as AND conditions. Only if three conditions are fulfilled in each case in the illustrated examples is control carried out in a predefined fashion.
  • the fact that the output signal of the AND gate in FIG. 9a is identical to an input signal merely indicates that adjustment to the value obtained at the input should take place.
  • the 1st gear speed can be assigned to a plurality of velocities and to a plurality of threshold values.
  • accelerator pedal preferably no fixed mechanical connection between accelerator pedal and fuel throttle is provided, but instead the accelerator pedal merely has the function of an adjustable potentiometer which activates an actuator element which is itself activated at a specific threshold value of the fuel consumption and activates an actuator motor which moves a fuel throttle. It is also possible to activate not only a fuel throttle but also an air supply throttle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Multiple Motors (AREA)
  • Control Of Transmission Device (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Types And Forms Of Lifts (AREA)
  • Control Of Electric Motors In General (AREA)
  • Navigation (AREA)
US09/171,702 1996-04-25 1997-04-25 Motor vehicle economic operating system Expired - Fee Related US6086511A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19616620A DE19616620A1 (de) 1996-04-25 1996-04-25 Regeleinrichtung für den ökonomischen Betrieb energieverbrauchender Fahrzeuge
EP19616620 1996-04-25
PCT/EP1997/002146 WO1997040997A1 (de) 1996-04-25 1997-04-25 Einrichtung für den ökonomischen betrieb von kraftfahrzeugen

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US (1) US6086511A (de)
EP (1) EP0892725B1 (de)
AT (1) ATE188173T1 (de)
AU (1) AU2772097A (de)
DE (2) DE19616620A1 (de)
ES (1) ES2143864T3 (de)
GR (1) GR3033080T3 (de)
PT (1) PT892725E (de)
WO (1) WO1997040997A1 (de)

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US6830537B1 (en) 2003-08-29 2004-12-14 Mack Trucks, Inc. Vehicle transmission control system and method
FR2857629A1 (fr) * 2003-07-14 2005-01-21 Bosch Gmbh Robert Procede et dispositif pour regler la force de rappel appliquee a la pedale d'accelerateur d'un vehicule automobile
US6975217B2 (en) * 2002-07-11 2005-12-13 Honda Giken Kogyo Kabushiki Kaisha Vehicle fuel mileage meter
US20060100755A1 (en) * 2002-06-15 2006-05-11 Mario Kustosch Method and device for limiting the driving speed of a motor vehicle
US20080195302A1 (en) * 2005-04-19 2008-08-14 Cristobal Guzman Vehicle Having Its Operating Conditions Regulated By Fuel Consumption
FR2935441A1 (fr) * 2008-08-26 2010-03-05 Peugeot Citroen Automobiles Sa Dispositif de limitation de consommation de carburant.
US9296392B2 (en) * 2008-08-23 2016-03-29 Bayerische Motoren Werke Aktiengesellschaft Cruise control system and method for vehicles
US20230153735A1 (en) * 2021-11-18 2023-05-18 Motive Technologies, Inc. Multi-dimensional modeling of fuel and environment characteristics

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JP3705074B2 (ja) 1999-11-12 2005-10-12 日産自動車株式会社 車両用制御装置
DE10024231A1 (de) * 2000-05-17 2001-11-22 Volkswagen Ag Vorrichtung zur Reduzierung des Kraftstoffverbrauchs eines Fahrzeugmotors
DE10237906B4 (de) * 2001-09-05 2018-02-22 Deutsche Telekom Ag Verfahren zur Erfassung von Fahreigenschaften von Kraftfahrzeugen
DE102007056448A1 (de) * 2007-11-23 2009-05-28 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur Information eines Fahrers eines Kraftfahrzeuges
DE102009046160A1 (de) * 2009-10-29 2011-05-05 Endress + Hauser Flowtec Ag Verfahren, Messgerät und Messsystem zur Ermittlung eines spezifischen Energieverbrauchs
IT1402994B1 (it) * 2010-11-12 2013-09-27 Campagnolo Tullio Sistema di regolazione della velocita' di un veicolo

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ES2143864T3 (es) 2000-05-16
WO1997040997A1 (de) 1997-11-06
ATE188173T1 (de) 2000-01-15
EP0892725A1 (de) 1999-01-27
DE59700936D1 (de) 2000-02-03
EP0892725B1 (de) 1999-12-29
PT892725E (pt) 2000-06-30
DE19616620A1 (de) 1997-10-30
AU2772097A (en) 1997-11-19

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